biddle



'W. H. BIDDLE.v

RAILWAY AND sIMlLAR SIGNAL.

APPLICATION FILED MAY 3l, I9l9.

ZW izZa Ai/@ w. H. BInnLE.

RAILWAY AND SIMILAR SIGNAL.

APPLICATION FILI-:I1 MAYaI. I9I9.

1,822,402. Patented Nov. 18, 1919.

3 SHEETS-SHEET 2.

w.. H. LE.

RAILWAY AND AR SIGNAL.

APPLICATION FILED MAY-3l. 1919.

1 ,322,42. Patented N0V.418, 19ML 3 SHEETS-SHEET 3.

UNITED sTATEs PATENT oEEioE.

WALTER H. BIDDLE, or LONDON, ENGLAND.

RAILWAY AND SIMILAR SIGNAL.

Application led May 31, 1919.

To all whom t may concern:

Be it known that I, WALTER HARRISON BiDDLE, a subject of the King of Great Britain, residing in London, England, have invented certain new and useful Improvements in or Relating to Railway and Similar Signals, of which the following is a specification.

My invention relates to apparatus for use in conjunction with ordinary railway and similar signals for the purpose of causing a lowered signal arm, or a signal in the off position to be put automatically back to danger, or to the on position when an engine or train passes it, thereby reversing the signal and ind-icating to the driver of ar following train approaching the signal that the section in front is occupied, the apparatus being of the kind that 1ncludes (1) an upper sliding bar and a lower sliding bar which can be locked together to move as one by means of inter-engaging or abutting parts, and form part of the operating mechanism between.- t he signal box and signal arm, one of the sliding bars being connected to an operating lever in the signal box and the other or second bar being operatively connected with the signal arm, and (2) a tripping device operable by a wheel of a passing train for moving one bar relatively to the other and in a manner to trip or release the said inter-engaging parts so that the said secondV bar becomes free to move automatically lengthwise of the first bar, thereby allowing the signal arm to return automatically to the danger or on position (the arm actuating parts being suitably weighted and arranged for the purpose), and thus to remain until the signalman has put back the lever iii his box, by which action the signal reversing apparatus as above described is again placed in condition ready for action.

My invention consists in improvements having for their object to render such signal reversing apparatus more simple than heretofore, both as regards the construction and operation thereof.

A further object is to provide means electrically controlled from the signal box for cutting out or rendering the signal reversing mechanism inoperative when desired.

Such cutting out means may be advantageously employed in cases where there is a series of .signal boxes disposed along Specication of Letters Patent.

Patented Nov. 18, 1919.

Serial No. 301,059.

a railway or similar track; it is frequently the case that one or more signal boxes intermediate of the first and last of the terminal boxes of the series are not utilized -or are cut out during a week-end or for certain hours at night.

In carrying out the improvements according to this invention, the two sliding bars are arranged to become interlocked together when the signal arm is lowered, by means of a pair of .shouldered parts which are formed integrally on or fixed to the respective bars. These shouldered parts are arranged to lie nearly in abutting engagement with each other when the signal arm is in the olf position, but are adapted when one bar is tilted with respect to the other or second bar, to move rst into engagement andthen to slide one part over a face of the other part, so that the said second bar becomes released from engagement by the first bar and free to move longitudinally and allow the signal arm to return to the on position, the tilting of the bar being effected in known manner by a tripping device that directly engages the first bar and is itself directly operated by a wheel of a passing train, the device being according to this invention so constructed and arranged'that the part thereof that is adapted to be engaged by a wheel ofV a passing train will be in an elevated position and lie in the path of a wheel only while the signal arm is in the off position, and when the said part has been once depressed by a wheel it remains lowered, as hereinafter explained, while the signal is on and until it is forced to rise automatically into the elevated position in consequence of the said lirst bar being moved together with the second bar for the purpose of lowering the signal to the 0H position. In this way frequent impact by other wheels of the train is avoided.

I will describe my invention with reference to the accompanying drawing which shows one form of signal reversing apparatus arranged according to the invention. In the drawing, Figure 1 is a side elevation of the apparatus arranged alongside of a rail track, parts of the apparatus being in the positions they assume upon a signalman putting over his lever to lower to the olf or line clear position an arm on a track signal post associated with the apparatus.

Fig. 2 is a similar elevation of the same but with the parts of the apparatus in the positions they assume when the signal arm is in the on or ordinary normal or danger position; Fig. 3 is a plan view of' the apparatus and of a portion of the track rail; Fig. 4 is a part side elevation of some of the members shown in Figs. l-3 slightly modified and associated with means for cutting out or rendering the reversing` apparatus inoperative; Fig. 5 is a similar elevation but with parts having positions different from those in Fig. 4l;

Fig. 6 is an elevation showing a modified form of the tripping device illustrated by Figs. l to 3 and embodying a bar operable by the engine or train;

Fig. 7 is an elevation showing the parts of the tripping device in Fig. 6 in a different or operated position; and Fig. S is an elevation of a further modified tripping device comprising a brush and plate operable by the engine or train. Corresponding parts in the several figures are denoted by the same reference letters. In carrying out the invention employing the forms of apparatus shown in the drawing, I attach the wire or chain a which is connected with the usual counter-weight crank lever for moving a signal arm en a signal post to the rear end of a bar or equivalent member Z) which is mounted to slide on bearers c carried on appropriate brackets or carriers c and (Z supported on a base plate arranged outside of one of the track rails f. rIhe carrier l in the arrangement shown in the drawing is provided with a pin or roller d which is adapted to take into a slot b in bar 7). The pin and slot connection cZ, 2) serves to prevent the bar b from rising and also serves as a guiding means; the liar l) is thus capable of longitudinal movements for the raising and lowering of the signal arm. The bar for a portion of its length extending from its rear end, that is the end farther from the signal box, is of reduced thickness so that shoulder be, beveled and rounded, may be formed intermediately of its two ends. Instead of the shoulder b2 being thus formed, it may be constituted by a separate piece and be attached in any suitable manner to the bar b. In such a case the bar b may be devoid of the slot b', the pin cl being arranged to bear upon the top of the bar Z) in advance of the shoulder piece, still serving as a guide and to prevent the lower bar from lifting.

Mounted to slide also longitudinally between carriers o and d and normally in parallelism with and above the bar b, I arrange a second bar or equivalent member g which is likewise reduced in thickness at its front end and for a portion of its length and provided` with a shoulder g that is arranged to lie normally in line relatively to but out of engagement with the shoulder on the first bar. Alternatively, the shoulder g may be formed on a separate piece attached to the bar g. The reduced or front end of the second bar is suitably connected by a wire or chain L to -the signal lever inthe signal boX, so that the bar can 'be moved longitudinally in a forward direction to lower the signal by pulling over that lever. Such movement, however, is made against the action of a weight or spring that is not shown but is suitably arranged and connect- 'ed with the bar g for the purpose of returnlng` the bar to normal position upon the signal box lever being released or put back.

It is to be understood that when the signal lever is pulled over both bars will move forwardly together toward the signal box by reason of the cooperative action between the engaging shoulders, and in doing so will lower the signal. If, however, the upper bar g during or after such forward movement be tilted b y a passing vehicle relatively to the bar b as hereinafter described, its shoulder g will, owing to the contour of its face, ride up the face of the shoulder I): on the lower bar b which thereupon becomes kfree from the restraint by the upper bar and,

under the action of the customary signal crank lever counterweight, and if desirable of another weight or spring, returns to its normal position, the signal arm simultaneously reverting to the danger position.

' To facilitate the tilt-ing of the bar g, its rear end g2 may be appropriately rounded where it contacts with the lower bar I may, if desirable, employ a leaf or other spring in such a manner that it will tend to keep the upper bar normally in engagement with the lower bar.

Various devices of the kind above referred to may be used for tilting or tripping the upper bar or member, but I prefer to employ, as shown in Figs. l to 5 of the drawing, a cam device, as impact due to high speed can thereby be more easily absorbed, injury to the apparatus prevented, and reliability, which is essential to proper working, insured. Such device may comprise a shaft z' supported in suitable bearings carried by the members or bearings Z, m one on either side of the rail f, t-he shaft being disposed transversely of the rail f adjacent to the above mentioned cooperating bars or connections. At one end, this shaft carries a suitably shaped treadle part or cam that lies within the rail track and in aposition wherein it will be struck and depressed by the flanges of the wheels or outside the wheel track if it is to be operated by treads of the wheels of a passing engine or train, and at the other end an arm 7.: which is of such a length that its free end, or a roller mounted thereon, will bear against the underside of the forward end of the upper bar above referred to,

so that when the sha-ft z' is turned in its bearings by reason of the cam j being struck and depressed by a passing engine or train it will raise the nose or front end of the bar g, the bar turningupon its rounded rear end g2 suliciently for its shoulder g to disengage the shoulder Z22 on bar b which thus becomes relieved of the restraint from bar g, and moves into its normal position, the shoulder g on bar g taking a position of rest on the back b4 of the bar Z), until the signal lever is operated or reversed to allow the bar g to return to its normal position as shown in Fig. 2 under the action of the above mentioned return spring or weight connected with the bar.

The arm 7c at its free end may be formed with a fork la for supporting the spindle n of a roller a adapted to engage the front end 0f bar g instead of the arm doing so as described above.

The relative weights' of the arm le and cam j would be such that the cam j has normally a tendency to fall or assume the depressed position shown in Fig. 2, thereby causing the arm 7c or the roller n carried by it to engage against the underside of the nose of the bar g. The weight of the bar g is such that the gravitating action of the cam j transmitted through the arm 7e is of itself unable to raise the nose or front end of bar g and so turn the bar about its rounded rear end g2. lWhen the bar g is shifted along with bar b to lower the signal to the off position, the arm 7c is depressed by the bar g moving over its ends while cam y' is forced to assume the elevated position, Fig. l, where it can be engaged and depressed by a wheel of a passing train. On the cam being depressed by a wheel the arm will rise and in doing so will raise the front end of bar g, freeing the bar o as above described. As the bar `g then becomes supported in its raised position by its shoulder g on the back b4 of the bar ZJ, the arm 7c is not depressed by the bar and is enabled to remain in a sufficiently high position to'permit the cam j tocontinue in its depressed position. When the signal lever is released or put back, the shoulder g passes off the back of bar b and bar g returns to its normal position shown in Fig. 2, with the signal on As the bar g thus returns, its cam face g4 will engage with the roller n and depress the arm thereby partially elevating the cam j but not suiiciently to cause it to assume a position wherein it may be struck b-y the wheel of a passing vehicle. The cam will thus continue to remain more or less depressed until such time as the signal lever is again pulled over for the purpose of moving bars g and Z) in a manner to lower the signal to the off position. In this way, frequent impact by the wheels of a passing train is avoided.

Suitable stops may be provided such as b3, g3 for limiting the movements of the slid ing bars b and g above referred to. Carried by the 'bearing member mr is a projecting lug or bracket piece m which forms a support vor seat for the arm 7o in its lowermost or danger position.

Instead of using the cam or turning shaft c' I may employ a bar or brush also. operated by the engine or train.

In Figs. 6 and 7 the shaft e' is turned and arm k raisedy and lowered by means of the bar p and parallel links g and r which are each at one end pivotally connected with the bar p. The link Q at its other end is xed to shaft z', while link o" is fixed to a shaft s mounted in bearings carried by a bracket t fixed to the rail In the arrangement shown in Fig. 8, the means corresponding to and used in place of the cam j for turning shaft c' in the construction shown in Figs. l to 3, comprise a pivotally mounted plate u operable by the engine or train and supported by a brush or bristles v carried by a holder o fixed to shaft z'.

Suitable means for cutting out the above described signal reversing mechanism is illustrated in iFigs. 4 and 5, and comprises a solenoid 0 or its equivalent, which, when energized from the signal box while thc signal is on or at danger, is adapted by attracting an armature k2 carried by the arm to raise the latter from the normal danger position in which it is shown in Fig. t and wherein its nose is opposite the nose of the bar g, to the position shown in Fig. 5, wherein the nose'of the arm 7c is above the nose of bar g, so that upon the signalman operating the signal box lever to pull forward the bar g to lower the signal to the off position the nose of the bar g, which is suitably shaped for the, purpose, will pass or slide below theV roller n on the arm and, as it thus advances, turn the arm farther up and push the armature 7a2 out of engagement with the solenoid. rIhe operator in the signal box having thus cut out7 or rendered the reversing apparatus inoperative, would switch of current from the solenoid, until such time as the signal is to be replaced to danger. Normally when the upper bar g is pulled forward, without the solenoid being energized, the nose of the bar will ride up over the top of the roller n on the arm f: and in doing so depress the arm, thereby causing the cam y' to assume the position where it will contact with a wheel of a passing train, as indicated in Fig. l.

Having thus described the nature of the said invention and the best means I know of carrying the same into practical effect, I claim 1. In a railway or similar track signaling apparatus, signal reversing mechanism, adapted for use with known signal mecha- -nism embodying a movable operating member and signal device, comprising a base plate arranged outside one of the track rails, a pair of alined brackets supported on the plate, a lower bar mounted to slide to and fro on the brackets and provided with an upwardly projecting shoulder intermediate of its front and rear ends, a flexible connection connecting the rear end of the bar and the crank lever, an upper bar disposed in su perposed relation to the lower bar and adapted to pivot on and slide upon said latter bar, said upper bar having a depending shouldered part intermediate of its ends and a depending cammed pant on its Yliront end, a flexible connection between a part of the said known signal mechanism and the iront end or' the said lower bar whereby the bar can be moved longitudinally forward from the nor-- mal or the danger position so that its shoul dered part engages with the shoulder on the lower bar and thereby shifts that bar forward when the signal mechanism is operated to dispose the parts thereof from the danger position, means normally operating to keep the upper bar in the normal position, and means operable by a wheel of a passing vehicle on the track when the arm is in the lowered position for tilting the upper bar about its pivot whereby the shouldered part thereon rides up the shoulder on the lower bar which becomes free to return to its normal position, substantially as described.

2. ln railway or similar track signaling apparatus, signal reversing mechanism, adapted for use with known signal mechanism embodying a movable operating member and signal device, comprising a base plate arranged outside one of the track rails, a pair of alined brackets supported on the plate, a lower bar mounted to slide to and tro on the brackets and provided with an upwardly projecting` shoulder intermediate or' its front and rear ends, a flexible connection connecting the rear end of the bar and the crank lever` an upper bar disposed in superposed relation to the lower bar f nd adapted to pivot on and slide upon said latter bar, said upper bar having a depending shouldered part inermediate of it-s ends and a depending cammed part on its front end, a flexible connection between a part of the said known signal mechanism and the front end of the said lower bar whereby the bar can be moved longitudinally7 forward Jfrom the normal or the danger position so that its shouldered part engages with the shoulder on the lower bar and thereby shifts the bar Jforward when the signal mechanism has its parts operated to dispose them from the danger position, means normally operating to keep the upper bar in the normal position, and means operable by a wheel of a passing vehicle on the track when the arm is in the lowered position for tilting the upper bar about its pivot whereby the shouldered part thereon rides up the shoulder on the lower bar which becomes free to return to its normal position, said tilting means comprising a pair of bearings arranged one on either side of the said track rail, a rock shaft sup,- ported in the bearings, an arm carried by the rock shaft and adapted to underlie and operatively engage the cammed end of the upper bar when the bar is in the danger position, and a treadle part iixed to the rock shaft and adapted when the said upper bar drawn into the danger position to lie in the path of and be depressed by a wheel of a vehicle passing along the track and thereby turn the rock-shaft and the arm in a direction to tilt the said cammed end of the upper bar, substantially as described.

3. 1n railway or similar track signaling` apparatus, signal reversingmechanism, adapted for use with known signal mechanism embodying a movable operatingmember and signal device, comprising a base plate arranged outside one of the track rails, a pair of alined brackets supported on the plate, a lower bar mounted to slide to and 'fro on the brackets and provided with an upwardly projecting shoulder intermediate of its front and rear ends, a flexible connection connecting the rear end of the bar and the crank lever, an upper bar disposed in superposed relation to the lower bar and adapted to pivot on and slide 'upon said latter bar, said upper bar having a depending shouldered part intermediate of its ends and a depending crammed part on its front end, a iiexible connection between a part of the said known signal mechanism and the front end or' the said lower bar whereby the bar can be moved longitudinally forward from the normal or the danger position so that its shouldered part engages with the shoulder on the lower bar and thereby shifts that bar forward when the said signal mechanism is operated to dispose the parts from the danger position, means normally operating to keep the upper bar in the normal position, means operable by a wheel 0f a passing vehicle on the track when the arm is in the lowered position for tilting the upper bar about its pivot whereby the shouldered part thereon rides up the shoulder on the lower bar which becomes free to return to its normal position, and means electrically controlled from the said known signal means for shiftingthe tilting means to inoperative position relative to the said upper bar and for the purpose described.

In testimony whereof 1 have signed my name to this sppeciication.

VALTER H. BIDDLE. 

